Fare-register.



No. 7 88888 a.

H. TYLER.

- FARE REGISTER. AAAAAAAAAAAAAAAAAAAAAAAAAAA s.

N 0 M o D E L 1 s s H n n T s s n n E T 1.

w \WWM PATBNTED APR. 26, 1904.

' H. TYLER. FARE REGISTER. APPLICATION FILED JAN. 13, 1903.

13 SHEETS-SHEET 2.

NO MODEL.

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No. 758,488. PATENTED APR. 26,1904.

H. TYLER. FARE REGISTER.

APPLIUATION FILED JAN. 13, 1903.

N0 MODEL. 13 SHEETS-SHEET 3.

AIIHIII'IIIIIIIIIIIII u 3 121 TE 35 A g2 WITNEEEEE- my fif' A'Ffi? N g? THE NORRIS PETERS cu. FHOTO-I-ITHQ, wxsnlumom o. c.

No. 758,488. PATENTED APR. 26, 1904.

' H. TYLER.

' FARE REGISTER.

APPLIOATION FILED JAN. 13 1908. N0 MODEL. 13 SHEETS-SHEET 4..

. .llll lllllllllll I III llllllllllll I INV NT R WITNEEEIEE z $4728.44: ATTEI RN EV mi: ugnms Prrms c0. PNo'ro-urnu, wAsnmn'ron u c PATENTED APR. 26, 1904.

H. TYLER.

FARE REGISTER.

urmouxon rum) JAN. a, 1903.

13 SHEETS-SHEET 6.

N0 MODEL.

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vPATE N'IED APR. 26, 1904.

H. TYLER. FARE REGISTER.

APPLICATION FILED JAN. 13, 1903.

13 SHEETS-SHEET 6.

H0 MODEL.

WM n O M @Wl No. 758,488. PATENTED APR. 26, 1904.

H. TYLER.

FARE REGISTER.

APPLIGATION FILED JAN. 1a, 1903. no MODBL. 1a SHEETS-SHEET '1.

INVE TUH /QQWK ATTURNEY m: Noam: PETERS co. PKo'raummM/Asnmmom u. L.

N0 MODEL.

\A/FFNEEEEE- PATENTED APR. 26, 1904.

H. TYLER.

FARE REGISTER.

APPLIOATION TILED JAN. 1a, 1903.

13 SHEETS-SHEBT 9.

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PATENTED APR. 26, 1904.

H. TYLER.

FARE REGISTER.

APPLIOLTION rum) JAN. 1a, 1903.

13 SHEETS-SHEET 10.

N0 MODEL.

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No. 758,488. v PATENTED APR-26,1904.

' H. TYLER.

FARE REGISTERi APPLICATION FILED JAN. 1a. 1903.

no MODEL. 13 sums-sum 11.

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INVENTEIR- WITNEEIEES- Y PATENTED' APR. 26, 1904;

H. TYLER.

FARE REGISTER.

APPLICATION mum JAN. 1a, 1903.

13 SHEETS-SHEET 12.

N0 MODEL.

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6&(0712. (21111 (2 Mznesses.

W w C PATENTED APR. 26, 1904.

H. TYLER.

FARE REGISTER.

APPLICATION FILED JAN. 13. 190.3.

1T0 MODEL.

13 SHEETS SHEET 13.

I u I flu/enter M/ztness-es Attorney.

in: NORRIS PETEIb c0, PHOTOJITHQ. wuxsnmomu. n. c.

Patented April 26, 1904.

UNITED STATES PATENT OFFICE.

HIRAM TYLER, OF DAYTON, OHIO, ASSIGNOR TO THE OHMER FARE REGISTER OO., OF DAYTON, OHIO.

FARE-REGISTER.

' SPECIFICATION forming part of Letters Patent No. 758,488, dated April 26, 1904;

Application filed January 13,1903. Serial No. 138,872. (No model.) I

To all whom, it Woo/y concern:

Be it known that I, HIRAM TYLER, a citizen of the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improvements in Fare-Registers; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled iii the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the characters of reference marked thereon,which form a part of this specification.

This invention comprises a combined detail and total-adding fare-register.

The object of the invention is to provide a register of the above type with an increased capacity for registering and indicating a multiplicity of fares of different denominations and which occupies a minimum amount of space.

The essential features of the invention consistsinmeans for keeping a total record of the cash fares separately, a, total record of the transfers and. tickets separately, and in keeping a grand total of all the fares registered and indicated irrespective of their denominations or classes.

Preceding adetail description of the invention, reference is made to the accompanying drawings, of which Figure -1 is a front elevation. Fig. 2 is a similar elevation with the dial or face plate removed on the vertical dotted line A A of Fig. 3. Fig. 3 is a vertical section. Fig. i is a horizontal section on the line B B of Fig. 3. Fig. 5 is a view of the setting mechanism. Fig. 6 is a side elevation of the register, showing the-setting mechanismin operative rela tion therewith. Fig. 7 is a detail view of the combination mechanism. Fig. 8 is a detail view of the fare-indicator mechanism. Fig.

' 9 is a detail plan view of the counting-wheels.

Fig. 10 is a detail View of the unit combination. Fig. 11 is a detail view of the operating mechanism. 7 Fig. 12 is a detail of the passenger-indicator mechanism. Fig. 13 is a perspective view of the frame which supports the.

detail views of the main shaft. 26 aredetail views of the segment-gears opof the rear plate of the inclosing case.

upper segmentgears which operate in connection with the fare-indicators. Figs. 1a and 14 are details of the locking devices. Fig.

15 is a detail of one of the sets of gearing of are details of the setting-cams. Fig. 21 is a detail view of the lifting devices of the counting-wheels. Fig. 22 is a detail view of the cam and lever devices for operating the flash of the fare-indicators. Figs. 23 and 24 are Figs. 25 and crating in connection with the fare-indicator jmechanism. Fig. 27 is a detail of the. tripping mechanism operating in connection with the total-cash counting-wheels. Fig. 28 is a detail of a portion of the mechanism of the special consecutive-counting wheels.

mechanism. Figs. 37 and 37* are details of the fare-indicator mechanism. Fig. 38 is a detail,

- view of a double-faced cam operating in connectionwith the lifting mechanism of the" counting-wheels. Fig. 89 is avertical section Figs.

i0 and AO are details of the pawl mechanism ioperatingin connection with the passenger- .indicators. Fig. A1, Sheet 6, 1s a side elevaQ tion indetail of the direction-indicator. Fig. 41 is sectional view on the line C O of 42,- Fig. 42 is a front elevation of the combination mechanism, showing the first c om bina;

tion. I Fig. 4.3 is a front view showing" 1 0nd combination. Fig. 44 1s a secti on the line DD of Fig. 43. Fig leojis afront view showing the third combinationq' Fig. 456 is a sectional view on the line E E of Fig; i5.

. i 29, 30, and 31 are detail views of the levers the fare-indicator mechanism. Fig. 16 is a detail of the check-pawls, features of the passenger-indicator mechanism shown in Fig. 12. Fig. 17 is a detail of the pawl mechanism shown in Fig. 12. Figs. 18, 19, and 2O Fig. 47 is a front view of the fourth combination. Fig. 48 is a sectional view on the line F F of Fig. 47.

Proceeding to a detail description of my invention, in which similar reference characters indicate corresponding parts, Figs. 3 and 4, Sheets 3 and 4, are referred to, in which 1 designates a main central shaft supported in frame 44 and wall A and which supports and actuates the mechanism for setting the desired combination. For example, if it is desired to register a twenty-five-cent fare shaft 1 is 1'0- tated until the pointer 151 thereon is moved to a position to indicate on the dial in the front of the register that particular fare. (See Fig. 1.) The shaft remains stationary after being moved to the position indicated above, and the next operation takes place through a main operating-lever 2, which is loose upon the rear end of said shaft and carries two pawls 3, which engage with the internal teeth of a ratchet 4, said ratchet having five of such teeth. (See Fig. 11, Sheet 10.) The operating-lever 2 carries a ratchet 8 and an arm 6. The function of the ratchet 8 is to govern the action of the lever 2 by compelling a full or complete movement thereof. A double-acting or reversible pawl 9, pivoted on theinside of the casing A, engages said ratchet and compels a complete movement of the lever in a well-known manner. The arm 6 has a spring 7 connected to it, one end of which is connected to a a convenient point of the rear wall of the casing. The function of this spring is to return the lever to its normal position after.

each operation. The ratchet 8 and the arm 6 he upon the inside of the casing, while the remaining portion of the lever is on the outside of the casing. (See Fi 3, Sheet 3.) The rear wall A is especially constructed for the mounting of the operating-lever and its cooperating parts. (See Fig. 39, Sheet 3.)

Referring to Sheet 3, a sectional view of the rear wall A is shown to have an exterior annular ofifset A, in which the rim or flange 2 of the operating-lever 2 projects. The ratchet 8 and the arm 6 when in position lie within the offsets A. Projecting from the inside surface of the rear wall are four bosses A which receive the subbase 42", Fig. 4, Sheet 4, on which is mounted frame G, in which the journal 45 and other mechanism of the passengerindicators are supported. (See Sheet 10, Fig. 12.) The internal ratchet 4 of the actuating devices is fixed to the outer face of a main drivinggear 5, the latter being mounted loosely upon shaft 1. This drivinggear 5 transmits motion to an auxiliary parallel shaft 1 through a spur-pinion 1, the larger wheel 5 having five times as many teeth as are contained on the pinion 1". Shaft 1 has bearings similar to shaft 1. The internal ratchet 4 receives the same forward movement as the spur-Wheel 5, which is one-fifth of a revolution of said wheel 5. The said ratchet 4, being fixed to the gear 5, necessarily imparts movement thereto upon each operation of lever 2, and, as before stated, movement is transmitted from the spur-wheel 5 to shaft 1 through the pinion 1". Upon each one-fifth (1;) revolution of the spur-wheel 5 a complete revolution is given the auxiliary shaft 1. Upon said shaft 1 there is a series of spur-wheels 13, 19, 29, and 72, which are fixed thereto, and all of which are of uniform diameters. (See Sheet 4.) These spur-wheels mesh with a similar number of spur-wheels 13, 19 29, and 72", which are loose upon the main shaft 1. Each one of these lastnamed spurwheels has a fixed connection with a combination of parts, as follows: -For example, wheel 13 is fixed to a counterliftingcam 72, having the cam-surfaces, as shown in Figs. 21 and 38 on Sheet 11. Spur-wheel 72 carries a similar camwheel 7 2. Spur-wheels 13 and 72, with their respective cams 72, are mounted loose on shaft 1 and adjacent to the ends of said shaft. The functions of the cams 72 are to raise and lower the detail and the total adding counting-wheels, as shown in Fig. 9 on Sheet 8, and to be described more fully hereinafter. 7 O designates two lifting arms which have oblong openings 7 O to receive shaft 1, said oblong openings permitting the necessary movements of the arms in the performance of their functions. (See Fig. 21, Sheet 11.) The said arms 7 O carry uppe and lower roll-studs 12, which lie in the parts of the cams 72, having a fixed relation, rotate simultaneously, and the said lifting-arms are thereby given vertical movement during the rotation of said cams, thereby lifting frame 69. The roll-studs 12 project out different distances from the lifting-arms, and one of said studs rides upon the cam-surface 72 and the other rides upon the cam-surface 7 2, so that when the upper roll-stud rides upon the highest periphery of the cam the lower rollstud enters the recess, and vice versa. To the lower ends of the lifting-arms 7 0 there is connected a frame 69, which supports four shafts-to wit, 105 105 106 106upon which the several banks of counting wheels are mounted. Shaft 105 supports the transferwheels of the detail-adding wheels (indicated by B) of the series of transfer-counters which are supported on shaft 106. Shaft 105 supports the transfer-wheels of the total-cash counting-wheels (J. Shaft 105 also carries the transfer-wheels for a bank of total counting-wheels D, the last-named bank of wheels serving to register the totals of all the fares, both cash and tickets, and transfers. (See Fig. 9 on Sheet 8.)

Entering into a more detailed description of the counting mechanism, the bank of wheels designated by the inscription fetal-adding counters is operated through the unit and tens segment-gears 14 and 23 engaging with pinions 14 and 14". The unit segment-gear is fixed to the pinion 14 and is therefore moved thereby.

14 designates a single:tooth wheel, which is fixed to the units-wheel and trips a pawl 14 upon each complete revolution of said unitswheel. The pawl 14 is mounted loosely upon an arm 14 and carries a pin 14.

14* is a pawl of special construction, (see Fig. 27,) which is pivoted to the free lower end of the arm 14 at 14*. The pawl 14 con tains notches 14, which engage with the pin 14 and are held in contact by means of a spring 14 one end of which is secured to said pawl 14 and the other end is secured to the pawl 14. These pawls 14 and 14 and 14 are all mounted on a stud-shaft 14", which projects from the frame 69. In the rotation of the one-toothed wheel 14 the pawl 14 is tripped, which allows the pawl 14 to engage the pin 14 at the lowest opening 14*. This permits pawl 14 to engage with the ratchet-wheel 14 and imparts movement thereto, and through said ratchet-wheel 14 movement is imparted to the tens-wheel of the total-cash counters through a spur-wheel 14. The movement is conveyed to pawl 14 from. the arm 14 which is tripped by a cam 14 on shaft 42. This tripping movement of the arm 14 is made upon eachrevolution of the shaft 42, said shaft being rotated from gears 13 and 13 The movement of the arm 14 takes place when the segments 14 and 23 are out of mesh with pinions 14 and 14". From the tens-wheel the transfer to the hundreds and remaining wheels is made in the old and well-known manner, therefore is thought to require no description. Referring to the bank of wheels indicated by the inscription Special consecutive counters, the shaft 105, upon which these wheels are mounted, has a fixed arm 122, which is borne down by a pin 123, projecting from the rear Wall of the casing and extending through arm 122. (See Sheet 8.) The object of these stops is to hold the arm 124, which carries a pawl 125, in its lower position forsaid pawl 125 to engage with the ratchet 126 on the units-wheel of the bank of wheels D, which makes a total registration of all the fares collected. It will be understood that the frame 69 has a vertical movement, as hereinbefore stated, andthat the stop mechanism 122 and 123 prevent the arm 124 .from rising during the upward vertical movementofsaid frame 69, and thus allows the pawl 125 to drop into a lower notch of the ratchet 126. In the downward movement of the frame 69 the pawl 125 forces forward the ratchet 126, thus moving the units-wheel one tooth forward. Upon a complete rotation of thesaid units-wheel the tens-wheel is turned one notch through the regulating transfer-wheels127 and 128.

Referring next to the two banks of wheels B and B, also indicated by the inscription, Ticket and transfer detail counters, which are mounted on shaft 106, the spur-wheel15 132 to the remaining wheels of the transfer series takes place in a well-known manner. The same is true of the ticket series B, which are operated as follows: Pinion 15 receives its motion from segment-gear 30 and is connected by a sleeve 133 to a ratchet 134 and spurgear 135 and the units-wheel 136 of the said series of ticket-counters. The transfer from the unit s-wheel of the said ticket-counters is made in the usual manner.

Referring-further to the mechanisms for setting the combinations, on a side of the spurwheel 19 there is fixed a units operating-cam 18, and on gear l3 is fastened by telescopic connection a tens operating cam 20, both of said .cams being of similar shape. The cam 18 raises lever 46. There are three of such levers-to wit, 46, 47, and 48which have the same functions to perform and are operated in a similar manner. These levers have a fulcrum 48 on the rear of the casing. As before stated, the said levers are of similar form, but are of different lengthsthat is to say, levers 47 and 48 are shorter than lever 46. (See figures on Sheet 6.)- As before stated, cam 18 on spur-wheel 19 actua'tes lever 46. The two remaining levers 47 and 48 are similarly actuated or raised by the cams 20 and 28, respectively, against the tension of springs 46 Cams 18 20 28 are of similar shape (see cam 28, Fig. 7 Sheet 6) and bear the same fixed relative position. 46 is a roll-stud on each of said levers, which ride upon the peripheries of the respective setting-cams 17, 21, and 26, which set. the particular combination operating in connection with the spur-wheels '13, 19, and 29. These cams are fast on shaft 1, and are shown in detail on Sheet 11, also Sheet 6. It will be understood that there is one of these cams for each combination to wit, 17,21, and 26-and, as before stated, being fixed to shaft 1 receive their setting movement through said shaft, according to the fare to be I registered and indicated. The outer end of lever 46 is connected to a segment-gear 75 by a double link 51. There are three of these segment-gears 75 of uniform construction,connected to the levers 46, 47, and 48 in a similar mannerto wit, through the double links 51. The said segment-gears are loose upon a common shaft 75 which is journaled in frame 36, consisting of two side pieces connected by a cross-piece 36. (See Sheet 7.) The frame 36 is movable on pivot 36 on the frame 44. The setting-cam 17, which is in operative relation with one of the gear-segments 75, is designed 'to cooperate with the units-wheel of the fareindicator and the units-wheel of the total-cash counting-wheels. The functions of the setting-cams are twofold and take place simultaneously in setting the machine to indicate a fare to be registered. The said cams rock the segments and 14. The latter segment will be hereinafter more fully described.

34 designates a cam loosely mounted on shaft 1 and having a telescopic connection with the spur-wheel 29, and therefore operated from said gear by the movement of auxiliary gear 29, it being borne in mind that the shaft upon which the auxiliary gear is mounted is driven from the main drive-gear 5 on shaft 1. Cam 34 in its rotation lifts the bar 36, which, as before stated, is a part of the frame 36, which supports the shaft 7 5 of the segmentgears 75. In thus lifting said frame the seg ment-gears 75 are moved in mesh with the pinions 61 of the unit, tens, and ticket and transfer fare indicators E, F, and H. In registering a unit fare-such, for example, as a five-cent fare it will be borne in mind that the segment-gears 7 5 of the unit combination will alone be in mesh with its respective pinion 61. In registering a fifteen-cent fare the unit and tens segment-gears 75 will be in mesh with their respective pinion 61. The remaining segment-gears 75, operating in connection with the ticket and transfer indicators, are in mesh with their respective pinion 61 only when the segment-gears operating in connection with the cash-fare indicators of the unit and tens series are out of mesh with their respective pinion 61. It will be understood that the extent of movement of the levers 46, 47, and 48 receive from their respective operatingcams 18, 20, and 28 after being set by their respective setting-cams 17 21, and 26 depends upon the amount of throw the fare-indicators E, F, and H and the segment-gears 14, 23, 30, and 31 will receive. Each of the said levers 46, 47, and 48 has its respective segment-gear 75 connected to it, and lever 46 in addition is connected with segment-gear 14 by a link 16. (See Sheets 6 and 9.) Lever 47 is connected with segment-gear 23 through a connectinglink 25, and lever 48 is connected with segment-gears 30 and 3lthrough connecting-link 49. Segment-gear 14, as before stated, is connected to lever 46 and is in a position to gear with the pinion 14, which is on the unitswhcel of the total-cash counting-wheels. The segment-gear 23, which, as before stated, is connected to lever 47, is in a position to gear with the pinion 14 of the tens-wheel of the total-cash counters. The segments 30 and 31,

which are connected to lever 48, operate with pinions 15 and 15 of the total ticket and transfer counting wheels. hen the segmentgears 14 and 23 (gear 14 being in the rear of 23, as shown in Fig. 7, Sheet 6) are in mesh with their respective pinions 14 and 14", the segment-gears 30 and 31 are inoperative, and when the former segments are in operative position-to wit, segments 14 and 23 --the segments 30 and 31 are in their operative positions. This change in positions of the said segment-gears is due to the positions of the setting-cams 17, 21, and 26. Cam 17 controls the unit segment-gear 14, cam 21 controls the tens segment-gear 23, and cam 26 controls the ticket and transfer segment-gears 30 and 31. The said earns 17, 21, and 26, it will also be borne in mind, control the fare-indicators through the link-levers 51. Cam 21, in addition to controlling segment 23 of the tens cash counting-wheels, also controls segment 75 of the tens cash-fare indicator. The unit operating-cam 18, as before stated, is on the spur-wheel 19 and raises lever 47 to make a registration of the tens total-cash-counting wheels and the tens cash-indicator.

35 is a cam fixed to another cam, 34, and re ceiving motion from gear 29 through gear 29. The function of cam 35 is to lift bar 59, which is pivoted at one end, 59", with the frame 44. The opposite end of the bar 59 is connected by a link 59 with a side plate 56 of the flash. About midway of the lever 59 there is a cam projection 59, which bears upon the cam 35. In the operation of the machine the gear 29 is driven forward by a gear 29 on the auxiliary shaft 1, moving cam 35 through cam 34 to a complete revolution. Cam 35 lifts the lever 59, which lowers the flash 56, said flash 56 being held in position by said cam until a complete revolution of said cam, which allows the flash 56 to move up under the force of a spring 57. It will be understood that the flash 56 conceals the fare-indicators partially when a complete operation is not made. The projection 59" on the lever 59 enters the recess in the cam when said cam makes a complete revolution, and thus al lows the flash to move up.

53 designates a cam fixed to the cam 35 and receiving motion therefrom. This cam 53 controls the retaining-pawls 52, which are pivoted on the frame 44 at 52 and project into the paths of ratchet-wheels 7 5* on the side of the fare-indicators E, F, and H. ()n the shaft 52 there is a projection 52", which is fixed in the center of said shaft and in the path of the cam 53, so that in the rotation of said cam the pawlor projection 52" is tripped thereby, causing the pawls 52 to disengage the ratchets 7 5, thus allowing the fare-indicators to return to zero. The pawls 52 are held in engagement with the ratchet-wheels by a spring 52". (See Sheets 7 and 9.) It will be understood that cams 53, 35, and 34 are loose upon the main'shaft 1 with the gear 29", and the segments 30 and 31 are loosely mounted between the cam 34 and the spur-gear 29.

40 designates a ring or annulus which is fixed to cam 53 by means of a sleeve or telescopic connection, and 40 is a similar ring which is fixed upon shaft45 of the directionindicator. One end of shaft 45 has a bearing in a socket in the end of shaft 45. (See Fig. 4, Sheet 4.) The two rings 40 and 40 occupy positions at right angles to each other and are provided with slots 45 and 45. The operat-' ing-lever 2 actuates ring 40 through the medium of the auxiliary shaft 1 and the spurgear 29. When the ring 40 is being thus operated, the shaft 45 ofthe passenger-indicators is locked against rotation by the said rings being interlocked. (See Figs. 14 and 14, Sheet 7.) The notches or slots 45 and 45 in said rings, it will be understood, enable this locking engagement when said slots are out of alineinent with each other, and the machine thus becomes inoperative. The machine is thus placed out of an operative condition when the passenger-indicators 37 are being turned to zero. It will be seen that when the operating-lever 2 isin operation the passenger-indicators cannot be turned to zero, and while the. passenger-indicators are being turned to zero lever 2 is inoperative.

Entering into a detailed description of the structural features of the passenger-indicators 37, otherwise known as the trip-indicators, Sheets 2, 3, and 10 are referred to. The spur-wheel 13, which, as before stated, is loose on shaft 1 and receives its motion from the auxiliary spur-wheel 13, is in gear with a spur-wheel 13 of the same diameter as wheel 13*. a shaft 42, mounted in bearings 42 in the rear of the passenger-indicators. One of the bearings of this shaft is in the rear wall of the casing, and the other of said bearings is in a subbase in the rear of said passenger-indicators on bosses A (See Sheets 4 and 3.) Shaft 42 carries upon one end a crank 41, which is fixed thereto. 41 is a double link pivoted to said crank and having a pivotal connection at its upper end to a shaft at 38, which is connected to the arms 42, which operate the passenger-indicators through the pawls 43 and ratchet-wheel 39.

80 designates a shaft which is journaled in the frame G, supported on the subbase 81, as seen on Sheet 2. Upon Shaft 80 there is mounted a series of stop-pawls 82 and apawl 83-. The stop-pawls 82 operate as follows in turning the passenger-indicators 37 to Zero: 84 is a cam fixed to shaft 45. In the rotation of this shaft in setting the passenger-indicators to zero cam 84 crosses pawl 83 to ride onto the highest periphery of said cam, and thereby rock the shaft 80 to bring the stoppawls 82 in position to engage with pins 85, of which there is one on each of the star ratchet-wheels 86. This operation takes place in setting the passenger-indicators to zero.

The spur-wheel 13 is fixed on vThere'are three of the star ratchet-wheels 86.

It will be understood that the purpose of the cam 84 and the stop-pawls 82 is to stop the passenger-indicators at zero. The pawl 83 is forced in normal contact with the cam 84 by a compression-spring 87.

Referring to Fig. .12 on Sheet and Figs. and 40 on Sheet 2, 88 designates a series of pawls fixed on shaft 89, which is journaled in the side frame G. One of these pawls has a projection 88, and all of said pawls cooperate with other mechanism to be described to prevent an overthrow of the passenger-indicators 37 in the operations of the machine. One of the arms 42, hereinbefore referred to and which carries the flash 90, has a trip projection 91, which in the operation of the arms 42 descends in contact with the projection 88 on the pawl 88 and forces the three pawls 88 in the path of the star-wheels 86, and thus checks the momentum of thepassen: ger-indicators. 92 isa check-pawl, of which there are three, mounted on a shaft 93, which is journaled in the ends of the shaft 80. (See Fig. 16 on Sheet 8.) These pawls 92 act upon the ratchet-wheels 39 to check any retrograde movement in the operation of the passengerindicators. The shaft45, hereinbefore referred to and to be referred to hereinafter, is operated in turning the passenger-indicators -to zero through miter-gears 94, one of whichis on a two-partdependingshaft95,whichprojectsout of the casing and has a finger-piece 96,by which it is turned. The shaft has a longitudinal slot 97, which engages with a series of trippawls 98, of which there is one attached to each of the passenger-indicators.

1 will next describe the direction-indicator 99, which operates in conjunction with the passenger-indicators 37 just described. 45 (shown in Fig. 2 on Sheet 2, Fig. 4 on Sheet 4, andFig. 41 on Sheet 6) designates said direction-indicator shaft, one end of which is reduced and has a socket-bearing in the end of shaft 45. The other end of shaft 45* passes through the frame 44 on one side and in which it has a bearing. The said shaft 45" carries at its outer end a crank-disk 100, upon which there is a stud 101, operating in an oblong slot 102 in the supporting-plate 103 of the directionindicator 99. The direction-indicator is movable simultaneously with the resetting movements of the passenger-indicators through the following system of reduced gearing: 104 is a spur-wheel fixed upon the shaft 45 and in mesh with an idler 108 of twice the diameter of said wheel 104 and mounted upon a stud 110. The said idler 108 has fixed to it a trans mission-gear 109, meshing with a gear 111- of the same diameter and on the shaft 45 of the direction-indicator. I

From the above description -it will be ap parent that through the rotation of shaft 45 movement is transmitted to the direction-in- IIO dicator on shaft 15", the ratio of such movement being two revolutions ofthe shaft 15 to one of the shaft 45.

The bell mechanism consists of a gong 112, which is struck by hammer 113, tripped by a cam 11 1 on auxiliary shaft 1*.

The fare-indicators E,F, and H and the spurpinions 61 and ratchet-wheels 75 are connected and are loose upon shaft 115. (looperating with the ratchet-wheels 75 to prevent any backward movement of the indicators in the operations of the machine is a series of retaining-pawls 52, hereinbefore referred to. Cooperating with the spur-pinions 61 are the segments 7 5, hereinbefore referred to. Inclosed within each of said indicators is a coilspring 116, one end of which is attached to an adjacent indicator and the other end to the shaft 115, the said shaft 115 passing through openings 115 in frame 36. In the operations of the machine these springs 116 are wound up, and when the indicators are released by the pawls 52 they are given over to the expanding influence of said springs and are thereby returned to Zero. The said fare-indicators are prevented from retrograde movement by pins 54 striking flexible pawls 55. (See Sheet 7.)

Proceeding now to a description of the embossing mechanism by means of which statements are taken from the counting-wheels from time to time, 117, 118, and 119 designate three parallel shafts. Shaft 117 carriesa miter-gear 120, which is driven from a similar gear 120 on shaft 121, that is turned by hand. Shafts 118 and 119 receive movement from shaft 117 through spur-gears 66 on the latter shaft, which mesh with spur-gears 66" and 66 on the former shafts. Shafts 118 and 119 also carry eccentrics65, three in number and all of similar shape. (See Sheet 9.) These eccentrics lie below the platen 64:, which is supported by yokes 6 1, extending downwardly and encompassing the shafts 118 and 119 by means of oblong openings in said yokes. There are four of these yokes 64:, two on shaft 118 and two on shaft 119. In the rotation of the said shafts the eccentrics named make contact with the lower surface of the platen 6 1 and elevate the same, which contains a card, against the peripheries of the counting-wheels, andthe result is an embossed impression is thereby taken from said counters, which shows at any time the total cash receipts, the total tickets and transfers, and the total number of registrations made, which includes all of the cash fares and all of the tickets and transfers that have been collected by the conductor on a given trip or for any period between the taking of two statements.

68 is a guideway having a slot 68, which is in line with the upper side of the platen 64: and through which a ticket showing the con ductors trip-report is passed onto said platen in a position to receive the embossing impresoperating movement thereof.

sion. The guideway 68 is mounted on the front end of the platen (Set by means of slotted extensions 68", extending laterally from the rear side of the guideway 68 and through which two or more broad-headed screws pass and enter the platen. (See Figs. 33 and an on Sheet 10.) The guideway 68 may be thus given horizontal movement to shift the card supported therein into a proper position to receive the impression, such position being determined by the pointer 68 projecting therefrom and the word On or Off, as indicated on the front plate of the register, On meaning the time in which the conductor enters upon his duty and Oifmeaning the time in which his period of duty expires. (See Fig. 1.)

Proceeding to a description of the setting mechanism, reference is made to Sheet 5 of the drawings. 1 10 designates a setting-rod which projects from the rear of the register-casing and is turnable by being geared in any suitable manner to operating-rods. (Not shown.) The rod 140 has on its inner end a nrriter-gear 1 11, which meshes with a similar gear 142, that is fixed to a short shaft 1413. one end of which is connected to the main shaft 1 by a socket 141 and the other end of which is journaled in the rear wall of the casing 145 of the setting mechanism. The setting-mechanism casing 115 is secured in position in the rear of the register-wall A by means of a plate 151, secured to the upper inner side of said casing1 15 and having notches 152, which engage with notches 153 in a bar 154, projecting from the rear side of the rear wall A. The lower portion of the casing 1 15 has a slotted lug 155, which receives an ear- 156, projecting from the lower portion of the rear wall A of the register-casing. The lugs 155 and 156 have suitable openings for a lock. 1 16 designates a locking-plate which is fixed to the short shaft 143 and has its periphery provided with uniform depressions 1 17, into which locking-rollers 1 18 on bell-crank levers 1 19 enter, the said bell-crank levers being pivoted to bosses 150, projecting from the rear wall of the casing 145. The rollers 1 18 are held in position by springs 151. The functions of the plate 146 and the rollers 149 are to lock the shaft 148 at the limit of each The settingrod 1410 may be turned to bring the pointer 151 on the shaft 1 to indicate the desired fare to be registered.

Having described the various mechanisms in detail, I will now give a detail description of the operation thereof. Assuming that a twenty-five-cent fare is to be registered, the setting-rod 140 is given the necessary turn to move the pointer 151 to a position to indicate 25 on the dial. (See Fig. 1.) This movement of said setting-rod brings the settingeams 17, 21, and 26 in the position shown in Fig. 7 on Sheet 6. In this position the unitswheel of the total-cash counter and cam 26' will be thrown into an inoperative position. The operating-lever 2, which is attached to a Suitable operating memberfor example, a rope(not shown) is next in order drawn upon. This movement of said operating-lever imparts movement to the main drivinggear 5 a one-fifth of a revolution through the internal ratchet 4 and pawls 3. The main gear 5 and the operating-lever 2, it will be borne in mind, are loose upon shaft 1, and the gear meshes with pinion 1 on the auxiliary shaft 1. Shaft l in turn imparts movement, as hereinbefore stated, through the spur-gears 13, 19, 29, and 72 to the corresponding spur-gears 13", 19, 29, and 72 on the main shaft 1. On spur-gears 13 and 72 are fixed the double lifting-cams 72, the functions of which are to lift the counting-wheel mechanism into a position for the respective pinions 14 and 14 15 and 15 to engage the segment-gears 14, 23, 30, and 31 on shaft 1 and linked to the levers 46, 47, and 48. Attached to the free ends of said levers 46 and .47, as before stated, are the double links 51,

on shaft 1 and is driven by the spur-gear 29 through a telescopic connection. The cam 34 lifts the frame 36, which supports the fulcrums of the segment-gears 75. This places the various parts in operative relation with each other, the spur-gear 19 having fixed to it the operating-cams 18 and 20, which lift the levers 46 and 47 and raise them, and thereby cause the segment-gears 14 and 23 to impart movement to .the pinions 61, with which they operate. During this period of operation of the lever 2 the cam 53 releases pawls 52 .from the ratchet-wheels of the cash-indicator and allows the cash-indicators E and F to return to Zero from a previous operation. The flash 56 is operated by cam 35 lifting the bar 59 through a link 59, said link being connected, as hereinbefore stated, to one arm, 56, of the flash, which imparts a downward movement to said flash and retains it in this "position until the operation is complete, when it is released by the lug 59 entering the recess in cam 35. The flash indicates No record. The main operating-lever 2 returning to its normal position through the influence of spring 7 carries the pawls 3 back for a new engagement with the ratchet 4.

v The machine as described above in its operation is set for a twenty-five-cent fare and requires no further alteration or ajustmen'tas long as this particular denomination of fare is to be registered; but it will be understood that in resetting the machine for the registration of a different fare-for example, a trans ferthe setting-rod 140 is turned to move the pointer to indicate a transfer, and the settingcams 17, 21, and 26 are moved in a manner hereinbefore described; but the said cams and segment-gears are moved out of their former positions by this resetting operation. The movement of the setting mechanism places the segments 30 and 31 in positions to operate the pinions 15 and 15". Also the segment-gears 75 of the ticket and transfer indicators are moved in position to engage the pinions 61 of the ticket and transfer indicators, and the said movement also throws into an inoperative position segment-gears 14 and 23 and all the mechanism operated thereby.

It will be remembered that the units, tens, and ticket and transfer cams, as shown on Sheets 6 and 11, are the only fixed members on shaft 1 and that these cams have a definite relative position which corresponds to the indications of the fares as shown on the dial or front face of the machine. It will also be understood that in order to vary the indications shown on said dial a corresponding variation in the working surfaces of the cams must be made. Referring to the specific features of these cams, attention is directed to the tens-3am, which, it will be observed, has a series of working surfaces of uniform graduations and numbered consecutively from 1 to 9* with a higher non-working or zero surface which liesbetween 1 and 9. T The working surface of each graduation is equal to two working surfaces of the unitswheel 17, which permits a combination between two diiferent fares-for example, a tencent fare and a fifteen-cent fare. It will be seen that the height of these graduations on the tens-wheel does not change in those two positions. The working surfaces on the tens-cam are so arranged that the surface indicated by 1 takes care of all registrations between ten and nineteen, working surface 2 ofthe tens-wheel takes care of all. registrations from twenty to twenty-nine, and working surface 3 takes care of all registrations from thirty to thirty-nine, and so on until the working surface 9" is reached, which takes care of all fares between ninety and ninety-nine. The surface marked 0 registers 0 and corresponds to the working surfaces on the ticket and transfer cam 26. The function of the units-cam 17 is similar to the function of the tens-cam 21 and differs therefrom only in being cut for different combinations. The two depressions indicated by 3 are designed for a three-cent registration on the unitswheel, and the depressions 5 are designed for a five-cent registration, while the surfaces indicated by zero are designed for 0 regis- 

